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E. E. RIBS. METHOD OF AND APPARATUS FOR OPERATING ELECTRIC RAILWAY S INVENT u a .E'ZieM/ E flied BY DYNAMIG INDUCTION.

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15 Sheets-Sheet 2.

(No Model.)

B. B. RIBS. METHOD OF AND APPARATUS FOR OPERATING ELECTRIC RAI'LWAYS BY DYNAMIC INDUGTION.

No. 458,859. Patented Sept. 1, 1

(No Model.) 15 Sheets-Sheet 3.

.E. E. RIBS.

METHOD OF AND APPARATUS FOR OPERATING ELECTRIC RAILWAYS BY DYNAMIG INDUCTION.

No. 458,859. Patented Sept. 1, 1891.

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(No Model.)

B. E. RIBS. METHOD OF AND APPARATUS FOR OPERATING ELEGTRIG RAILWAYS BY DYNAMIO INDUCTION.

N0. 458,859. Patented Sept. 1, 1891,

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' Q 15 Sheets-Sheet 5. HR RIBS.

METHOD OF AND APPARATUS P0P OPERATING ELECTRIC RAILWAYS BY DYNAMIC INDUCTION. No. 458,859.

Patented Sept. 1,1891.

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E. E. RIBS. METHOD OF AND APPARATUS FOR OPERATING ELECTRIC RAILWAZS BY DYNAMIG INDUCTION.

No. 458,859. Patented Sept 1, 1891.

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15 Sheets-Sheet 7.

(No Model.)

B. E. RIBS. v METHOD OF AND APPARATUS FOR OPERATING ELECTRIC RAILWAYS BY DYNAMIC INDUCTION.

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E. E. RIBS.

METHOD OF AND APPARATUS FOR OPERATING ELECTRIC RAILWAYS BY DYNAMIC INDUCTION.

N0.45&859. PatentmiSept.1,I89L

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(No Model.) 15 Sheets-Sheet 9.

E. E. RIES.

METHOD OF AND APPARATUS FOR OPERATING ELECTRIC RAILWAYS BY DYNAMIC INDUCTION.

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INXJENTUP]: AZZz'aJE (No Model.)

15 Sheets-Sheet 10. E E. RIBS.

METHOD OF AND APPARATUS FOR OPERATING ELECTRIC RAILWAYS BY DYNAMIC INDUCTION. N0. 458,859;

Patented Sept. 1, 1891.

(No Model.) 15 Sheets-Sheet 11.

E. E. RIBS. METHOD OF AND APPARATUS FOR OPERATING ELECTRIC RAILWAYS BY DYNAMIC INDUCTION. No. 458,859.

Pa ted Se 1,1891.

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I 1-..RZ6tV (No Model.) 15 Sheets-Sheet 12. E. E. RIBS.

METHOD OF AND APPARATUS FOR OPERATING ELECTRIC RAILWAYS BY DYNAMIC INDUCTION. No. 458,859.

Patented Sept. 1891.

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fiTTEExT: INVENTUPF (No Model.) 15 Sheets-Sheet 13.

E. E. RIBS.

METHOD OF AND APPARATUS FOR OPERATING ELECTRIC RAILWAYS BY DYNAMIC INDUCTION.

v N0.458,859. Patented Sept. 1, 1891.

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I E. E. RIBS. METHOD OF AND APPARATUS FOR OPERATING ELECTRIC RAILWAYS BY DYNAMIC INDUCTION.

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(No Model.)

B. E. RIBS. I METHOD OF AND APPARATUS FOR OPERATING ELECTRIC RAILWAYS BY DYNAMIC INDUCTION.

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UNITED STATES PATENT OFFICE.

ELIAS E. RIES, OF BALTIMORE, MARYLAND, ASSIGNOR TO RIES dz HENDER- SON, OF SAME PLACE.

METHOD QF AND APPARATUS FOR OPERATING ELECTRIC RAILWAYS BY DYNAMIC INDUCTION- SPECIFIGATION formingpart of Letters Patent No. 458,859, dated September 1, 1891.

Application filed May 17,1887. Serial No. 238,509. (No model.)

To all whom, it may concern:

Be it known that I, ELIAS E. RIES, a citizen 'ofthe United States, residing at Baltimore, in the State of Maryland, have invented certain new and useful Improvements in Methods of and Apparatus for Operating Electric Railways by Dynamic Induction; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will to enable others skilled in the artto which it appertains to make and use the same.

In the ordinary systems of electric locomotion the actuating-current derived from a stationary source is conducted either by the I 5 rails or by separate conductors arranged parallel and in close proximity to the track directly to the motor or motors mounted upon the wheeled vehicle. These separate conductors or rails thus used for conducting the current directly to themotor upon the wheeled vehicle must necessarily be exposed for contact with collecting brushes or wheels. They cannot for this reason be insulated with such care as the advanced state of the art would 2 5 permit if electrical contact with the same were not required, and considerable loss of current by leakage is experienced in consequence thereof. The necessarily imperfect insulation of the line conductors necessitates the employment of currents of comparatively low tension and considerable quantity,and for the transmission of such currents expensive conductors of good conducting material and of considerable cross-section are required. It is the object of my invention to overcome the diffic ulties of electriclocomotion due to the direct communication of the source of clectrical energy wit-h the traveling motor by substituting for the system involving such direct communication one in which the actuating-current is generated by electro-dynamic induction, whereby I am enabled to insulate the conductors proceeding from the generator or generators in the most perfect manner 5 which the art affords, to utilize currents of very high tension and comparatively small quantity, and to employ line conductors of inferior conducting capacity in surface overhead and underground electric-railway sys tems.

, Other advantages not here enumerated re suit from the employment of my novel system, which embraces not only a new apparatus, but also a new mode of operation, as will clearly appear from a detailed descrip- 5 5 tion of the same. In my system I arrange one or more stationary generators along the track or line of way and carry the intermittent or alternating currents of high tension generated by the same through a thoroughly- 6o insulated conductor into inductive proximity to another conductor or col'iductors, which may be either stationary and arranged along the track for contact with brushes connected with the motor upon the vehicle or maybe 6; mounted upon the traveling vehicle and suitably connected in circuit with the motor. Thereare, therefore, two independent circuits in inductive proximity to each other, one for carrying the primary currents gener- 7o ated by the stationary generators and the other for carrying the currents generated by dynamic induction to the motor. The two circuits have the relation of a primary and a secondary coil of an inductorium, with this difference, however, that while in the ordinary inductorium the relations of the resistances of the two circuits is such that the induced currents have greater tension than the inducing-currents in the circuits 8o employed in my system this relation is directly reversed. Again, another difference is that in the ordinary inductorium the coils are invariably fixed, while in accordance with my invention they maybe movable with relation to each other. The system of conductors which carries the induced current I have called the translatoncondnctor or the secondary of the transformer, and the system of conductors which carries the inducing-curoo rents will be spoken of in this specification as the inducing or line conductors. The currents generated in the translator are necessarily alternating, and they may be utilized as such in a motor constructed to be operated by such currents, or these currents may be first commutated to flow in .the same direction and then utilized in an electric motor of ordinary construction. All this will more fully appear from the following detailed de- IOO scription,with reference to the accompanying drawingsjwhich form a part. hereof, and in which I have illustrated several of the very numerous forms which my invention may assume; but it will be understood that I do not propose to limit myself to the particular embodiments of the principle of my invention herein shown and described, nor to the details of construction pointed out, since these are only a few specimens of a great nu mber which may be employed without departing from the spirit of my'said invention.

Figure 1 represents a diagram of my improved system of electric locomotion in its simplest form, in which the rails constitute the translator or secondary of the transformer. Fig. 2 is a similar view of a modification, in which separate conductors located between the rails are used as the secondary of the transformer. Fig. 3 shows an end view of a vehicle with the secondary of the transformer secured to the bottom of the same and the road-bed and line conductors in section. Fig. 4 is a plan view of the secondary of the transformer used in the construction shown in Figs. 12 and 13, the same being partly in section. Fig. 5 is an end view of the transformer used in the system shown in Fig. Fig. 6 is a cross-section of the same when suspended from the car-axle instead of secured to the bottom of the car. Fig. (i is a vertical longitudinal section of a modified and improved form of translator which might be substituted for the one shown in Fig. 6. Fig. 6 is a transverse section on line a a, Fig. 6. Fig. 6 is a diagram showing a car provided with the transformer shown in Fig. 6 and showing its use in connection with underground and overhead line conductors where both forms are used on the same line of railway. Fig. 7 is a cross-section of the vehicle with the translator carried by a swinging arm upon the roof, with the line conductor mounted upon poles or standards along the road. Fig. 8 is a side view, partly in section, of the translator carried by the swinging arm. Fig. 9 is an end view of the same, showing the guiding-trolleys; Fig. 10, a cross-section of the translator, and Fig. 11 a cross-section of a modified form of such translator. Fig. 11 is an end view of a double-track road, showing the use of the translator represented in Fig. 11. Figs. 12 and 13 are an end view and cross-section, respectively, of a vehicle with the translator placed upon the roof and the line conductor between the two vehicles carried upon posts. Fig. lat is a side elevation of a modified form of translator. Fig. 15 is a side elevation of a street-car having the translator arranged underneath on the bottom of the car and preferably rectangular in form. Fig. 16 is a plan view of the translator preferably used in such street-car, the line conductors being indicated diagrammatically. Fig. 17 is a cross-section of such translator with the line conductor in proper relationthereto. Fig. 18 is an elevation of a railwaycar with a rectangular translator placed vertically one on each side thereof. Fi 19 is a cross-section of the road-bed of the street-railway. Figs. 20 and 21 are a side view and cross-section, respectively, of the line conductor when the same is placed under ground. Figs. 22 and 23 are an end and plan view, respectively, of the clamp in which the translator used in the construction shown in Fig. 7 is placed. Fig. 24 shows the general arrangement of the motor and a switch for controlling the currents from two translators, one on each side of the car. Fig. 25 is a transverse sectional view of the switch. Fig. 26 is a diagram of said switch in proper relation to the translator-circuits, showing also how an ordinary transformer may be interposed for reconverting low tension to high tension. Fig. 27 is a view illustrating conventionally or theoretically a commutator for straightening the alternating currents from the transformer, and Figs. 28 to 33 are diagrams showing the relative locations of the line conductors and rails which I contemplate using in my system.

Like numbers and letters of reference indicate corresponding parts in all the views.

In the systems indicate-din Figs. 1 and 2 the generator or generators are preferably placed at one end of the line of railway, as indicated at 1. 2 and 3 are line conductors proceeding from the generators and extending along the track parallel to the same. A

cross-connection t closes the circuit from said conductors.

In Fig. l the line conductors are shown di rectly under the rails, and in this instance these rails constitute the secondary of the t-ransfori'ner or the translator, and provision is made for contact of the same with the wheels of the vehicle, which in turn are suitably insulated from their axles, as clearlyindicated in the drawings. Contact-brushes 5 5 bear upon the wheels and are connected with the motor 6, as will he presently described. Such contact-brushes 5 5 may be used in connection with either two or four wheels of the vehicle; but in each case the brushes on one side of the car are connected by suitable conductors 7 with the brushes 8 of the motors, while the contact-brushes on the other side of the car are connected with the switch-arm 9, which when swung to the right or the left makes contact with different termini of the rheostat 10, which, in turn is connected with the other brushes ll of the motors on the line. At the end of the track farthest from the gen eratin g-station the translator-rails are connected with a resistance 12, included in the said connection. This resistance, however, may be omitted. The operation of this arrangement will now be easily understood. The alternating or intermittent currents passing over the line conductors will induce alternating currents in the translatorcircuit, which is closed at one end by the motor on the traveling vehicle and at the other end, when but one traveling motor is in use, by the artificial resistance 12 or by a simple cross-connection, and this cross-connection may be dispensed with when more than one motor is on the line. The engineer, having control of the switch-arm 9, can close the circuit to the motor at will,and by changing the contact to different termini of the rheostat 10 can regulate and determine the flow of current to the motor, according to thelength of active translator from moment to moment. The motor must be of akind to be operated by alternating currents, and it will be evident that this motor may be of any description-as, for instance, of the character shown in Fig. 27, although I do not here limitmyself to the same. If more than one car provided with a motor should happen to be on the same line of rails, as shown in Fig. 1, each motor will receive its proportion of-currents, since all the motors are then arranged in multiple arc to each other.

In Fig. 2 the line conductors are depressed below the surface of the road-bed, and between the same and parallel thereto are two conductors 13 14, which at the farthest end may be bridged by resistance 12, as in Fig. 1. These conductors 13 14 here constitute the secondary of the transformer, and the same, as well as the line conductors 2 3, are placed in an excavation or conduit in the center of the road-bed. The slot 15 in the center of said road-bed permit-s the entrance of an arm 16,which projects downwardly from the car and is arranged to be under control of the engineeror motor-man. Secured to the lower end of said arm is an insulating carrier or yoke 17, having a contact-wheel 18 at each extremity. By means of the arm 16 the carrier 17 may be swung around the arc of a circle, so as to effect the contact of the wheels 18, respectively, with the translator-conductors 13 14. If such contact is established, the current will proceed from the translator to one of the contaetwvheels, and by suitable connect-ions up through arm 16, and by conductor 7 to the brush 8 of the alternating-current motor 6, then through the armature of said motor by the other brush, rheostat, switcharm 9, and by wires, as indicated, through arm 16, to the other contact-wheel 18 back to the transformer. It will thus be understood that more than one motor may at the same time proceed along the tracks and all receive their requisite amount of current in the same manner as shown in the arrangement of Fig. 1. It will also be seen that in this case the rails form no part of the transformer, and in fact are not at all in the circuit; but in order to prevent wasteful induction from the linecondnctors into the track the wheels of the vehicle should be thoroughly insulated from their axles, so that no current can pass up into the car through the metallic portions of the same, except such as is admitted by the arm 16 or the traffic-rail sections may be insulated from one another, and thereby divide up the length exposed to the inductive action, which of course will then be open-circuited and not affected by the induced currents, as indicated in Fig. 2. In the operation of this system line currents will naturally be of comparatively very high tension, and it is therefore not necessary that the translator-conductors should be arranged in close proximity to the former. On the contrary, it is advisable to separate the translator-00nductors a reasonable distance from the line conductors. It will be noticed that as the motor proceeds from the generating-station toward the farther end of the road the inductive effect upon the secondary of the transformer decreases, and for this reason, mainly, the rheostat 10 is provided, by means of which the resistance of the motor as the car approaches the end of its travel may be automatically regulated and reduced.

In Fig. 3 the translator 19 is secured by brackets 20, depending from the floor of the car in proximity to the road-bed under which the line conductor 2, properly insulated, is placed between the track'rails. Said conductor is incased in an iron trough 21, pro Vided with a cap 22, of non-magnetic insulating material. The iron trough serves as a shield against lateral induction, which would injuriously affect neighboring telegraphic or telephonic cables, and the cap 22 is purposely made of non-magnetic material, so that the inductive effect upon the translator may not be intercepted, as would be the case if said shield were of magnetic material. The iron trough serves also as a path for the magnetic lines of force from the laminated iron core 23 of the translatorlt), (shown in detail in Figs. 5 and 6,) whereby the inductive effect is materially increased. 1

In Fig. 6 the translator itself is shown in cross-section, and in Fig. 5 in end elevation. It will be seen that it is composed of a laminated core 23, of soft iron, and loops of wires 24, wound transversely over the same. These loops are collected at each end by metal strips 25, from each of which a wire 26 proceeds to the motor; but, as will be seen from what follows, a suitable switch, and in some cases a commutator, is interposed between the translator and the motor. The translator extends throughout the whole length of the car, and the currentsinduced in the same are, by reason of its peculiar construction, of comparatively very low tension and great quantity. The reason for this is that the sum total of the cross-sections of the wires in the translator is much greater than the cross-section of the line conductor, while the effective length of the translator-conductor is much shorterthan theline. With this construction it will be understand that while the difference of potential at the terminals of the line conductor or the electro-motive force of the generator may be very great the difference of potential betweentheendsof the effectivelengths of the line conductor is moderate, and thecurrent induced by that effective portion of the line conductor in the translator can never rise above that moderate difference of potential. Thus I am enabled to use at the distant station a generator of very high electromotive force and still obtain from the translator in the motor-circuit a current of comparatively low tension. The collection-strips 25 on each side of the transformer are interposed between the insulating-partitions 27, and each pair of such strips is in communication with the binding-post 28, from which the wires 26 proceed, all of which is clearly indicated in Fig. 5.

In Fig. (-3 the transformer is shown as hung by sleeves 29 from the car-axles; but in all other respects the construction is the same as that in Fig. 5. Inasmuch as the loops of the transformer (shown in Figs. 5 and 6) are united at their ends in the manner illustrated and described, practically these several loops or coils are single conductors of very low resistance, the same as a single plate of copper would be. The same connection of the sections of coils into loops will be used in the translator shown in Fig. 4 when the same is used on the top of a car, in the manner represented in Figs. 12 and 13.

Figs. 6 and 6 illustrate a translator constructed upon the same principle as that represented in Figs. 4, 5, and 6. In this case, however, the translator has the shape of a rectangular frame, more especially adapted for use when placed vertically in a car, as indicated in dotted lines in Fig. 6. There is a rectangular iron frame-core b, U-shaped in cross-section, and insulated wires are wound upon the core in insulated groups, as indicated in Fig. 6 and these groups may be united by binding-posts, as indicated in Fig. 6. By preference the iron core is not continuous, but has a portion of it cutaway, which is replaced by some non-conducting material, as indicated in dotted lines at c. The purpose of this is to prevent the generation of currents in the magnetic core. As shown in Fig. (3, this translator is made as large as the frame of the car on which it is used, and it may act in conjunction with an underground line conductor or in conjunction with an overheadline conductor. In the first instance only the lower branch of the translator will be acted upon inductively by the line conductor, and in the second instance only the upper branch of the translator will be acted upon,the magnetic core forming an anti-inductive shield for the other branch in each instance. In electric railways proceeding from the populated portionof a city to suburban places the line conductor in the populated portion of the city will be laid, preferably, under the track, while in the suburbs the cheaper overhead line conductor may be used. YVith a car equipped as indicated the transit from the city to the suburbsmay be made without a moments interruption of the effective working of the motor, as will be readily understood.

In Fig. 6 the underground line conductoris indicated in solid lines, while the overhead line conductor is indicated in dotted lines.

In Fig. 7 the translator 30 is carried by a laterally-proj ecting arm 31, mounted upon the roof of the car and arranged to be swung from one side of the car over to the other side by a crank-handle 32.

The translator itself (shown more clearly in Fig. 8) consists of wire loops wound over a series of iron rings 33, which are arranged side by side, so as to constitute in effect a laminated core in the form of a tube or pipe extending the whole length of the car. The insulated wire loops are wound upon these rings as a core in the same manner as the armature of a Gramme machine and at each end are connected with the conductors 26 for connec tion with the motor. Au interior lining 34, of insulating material, protects the inner wires against contact with the insulated line conductor 2, which passes axially through the said translator. At each end the transformer is provided with four brackets 35, in each of which is mounted a grooved roller 36, these four rollers embracing and centering the line conductor. An exterior covering 37, of any desired material, protects the translator against injurious effects of the Weather. This translator is carried uponthe swingingarin 31, as stated before, which arm is provided at its free end with a bearing 38, semicircular in shape, and a cap 39, pivoted at one end to the arm and provided with means for clamping it down upon the translator at the other end, as indicated at 40. All this is clearly shown in Figs. 22 and 23. A modified form of translator of this character is shown in Fig. 11., where the same is represented as divided into two halves, each half in the shape of two arcs of concentric circles bounded by radial lines. Each half is bound by itself, and the two parts when joined together leave room for a line conductor passing between and in ind uctive proximity to them.

As shown in Fig. 11, each semicircular translator may be carried upon a swinging arm on a separate car upon adjoining tracks, so that two lines of railway can be operated by a single line conductor, similar in this respect to the arrangement shown in Fig. 7, eX- ceptv that the line conductor mayin this case be fixed securely in place, as in Figs. 12 and 13. In Fig. 7 the line conductor is mounted upon arms 41, projecting from posts 42, planted all along the road, like telegraph-poles, as will be clearly seen by reference to said Fig. 7. The line conductor 2 rests loosely in a depression or hook at the end of arm 41,

and as the car proceeds it is lifted from its support at each post until the car has passed, when by its own gravity it will again settle upon the arm 41. In Fig. 7 are also shown the circuit connections 26 to the motor 6,Which IOC is geared to the wheels of the car, as indicated in the drawings, or in any other convenient manner. The roof of the car is preferably made of iron to serve as an inductive shield to protect the watches 01' the passengers against magnetization. The electric charges induced in said roof are carried to ground by conductors 43, suitably connected with the wheels.

In Figs. 12 and 13 are shown two cars 011 adjoining tracks, with the line conductor 2 fixed upon poles 42, planted between the adjacent parallel tracks. There is a translator 19 fixed upon the roof of each car, each translator being constructed substantially like those described with reference to Figs. 4, 5, and 6. In Fig. 13 an ordinary switch 44, interposed between the translator and the motor, is shown, and in this case also the metal roof is connected with the ground by wires 43.

In Fig. 15 the street car is shown provided with a translator having the shape of a rectangle, as indicated in Fig. 16. A rectangular frame 45, of magnetic material, preferably laminated, as shown in Fig. 16, and having the cross-section indicated at 46 in Fig. 17, is wound all around with wire like the frame of a galvanometer. The wire wrapping 47 is held in place at its lower side by a plate 48, of insulating material, and two line conductors 2 3, one on each side of the car, one carrying the current in one direction and the other returning it in the other, act inductively upon wires 4'7, the termini 26 of which are connected with the motor. The line conductors 2 3 maybe arranged either to the right or left beyond the translator or to the right and left under the same, as indicated in Fig. 17.

In Fig. 18 the translator is constructed substantially like that shown in Fig. 6. Two such translators are used in this instance, both placed vertically. One of these translators is on each side of the car, preferably within the same, and an anti-inductive shield 48,

of iron, extending horizontally above the lower branches of the translators, prevents inductive action within the car and upon the upper branches. The line conductorsin this latter instance are arranged like those in Figs. 16 and 17, as is more particularly exhibited in Fig. 31. A single conductor in this case may serve for both translators, the upper coils of which are not affected and serve simply as conductors, except when in addition to the lowerline conductor an upperone is also used. (See Fig. 6

In Fig. 24 the general arrangement of the motor upon the car, the manner of gearing the same to the car-axle, and the circuit connections to a translator on each side of the car are indicated in a general way. There is a switch 49 interposed between the motor and the translators, and the details of construction of said switch and its mode of operation are shown in detail in Figs. 25 and 26.

In Fig. 26 there are two translators shown diagrammatically, one on each side of the line conductors 2 3, which latter, it will be understood, extend parallel to the active wires of the translators. The particular construction of those translators is of no consequence to the operation of the switch, but may be such as shown in Figs. 6, 6, and 6 Itissufficient to know that a series of wires 26 26 proceeds from each translatorand terminates in a circular row of contactpoints 50. Each of these wires proceeds from one section of the translator, while the other terminals of the section of each translator are collected upon a conductor 51 and 52, respectively. With the two sets of coils in series the potential would in some cases be too high and the quantity too small; but by connecting the two sets in parallel the electromotive force may be reduced to the desired point and the current strength at the same time increased.

In Fig. 25 the mechanical construction of the switch is shown in detail, as follows: There is a frame 52, of insulating-material, the upper part of which is shaped upon the arc of a circle and having distinct contact-points 50, separated from each other by blocks of insulating material and each connected with a binding-post, as shown, from which bindingposts the conductors 26 return to the trans lator. The switch-lever 53 is pivoted in the center of the circle, upon the arc of which the upper part of frame 52 is shaped, and the switch-handle 54, provided with suitable looking devices 55, is adapted to turn the switch down to cause the same to make contactwith one or more of the contact-points 50. Two other switch-arms 56 57 are pivot-ed below the switch-arm 53. They are individually insulated, but turn upon the same axis and cross each other at an acute angle. The springarms 58 58 connect switch-arm 00 with contact-plates 59, the arrangement being such by the con tact-poi nts 50 over switch-arm 53, the

flexible conductor 58 to contact-plates 59. If now switch-arm 56 is in the position shown in Fig 25-that is to say, if it bridges both the contact-plates 59 5ilthe two branches of current from the two translators unite upon switch-arm 56, and the united current passes by conductor 60 to binding-post 61 in frame 52,and then by conductor 62 to the motor. From the motor the current returns by conductor 63, binding-post 64, conductor 65 to the second branch of switch-arm 56. Here the current divides again,one branch. passing by conductor 66 and 51 to one translator and 

